Closed electropneumatic system for propulsion

ABSTRACT

An electropneumatic torque generating system using a pneumatic engine and having a first tank connected to a first of a pair of manifolds with a first discharge connection arrangement so as to be capable of discharging portions of any of the operating gas in the first tank through the first discharge connection arrangement into the first manifold. The system further includes a first gas compressor to thereby discharge operating gases at greater pressures with the first gas compressor inlet being connected to a second of the pair of manifolds through a first input collection connection arrangement so as to be capable of receiving operating gases from that manifold through the first input collection connection arrangement that have flowed from the first manifold. There is further included a second tank being connected to the outlet of the first gas compressor through a first output collection connection arrangement so as to be capable of receiving therein operating gases that have flowed through the first gas compressor.

CROSS-REFERENCE TO RELATED APPLICATION

This application claims the benefit of Provisional Application No.61/208,202 filed on Feb. 20, 2009 for “NITROGEN GAS/ELECTRIC PROPULSIONSYSTEM” and hereby incorporates herein by reference that application.

BACKGROUND

The present invention relates to electrical motor systems andsubstantially closed pneumatic systems operated jointly as primarysystems for providing shaft torque for such operations as propellingvehicles and, more particularly, to such a system as a power source forsuch vehicle propulsion using selectively engageable electrical andpneumatic subsystems with the electrical subsystem operating electricalmotors and compressors and with the pneumatic subsystem operating eithernew or modified pneumatic motors based on what were initially combustionmotors.

Emissions into the earth's atmosphere of greenhouse gases and variousother pollutants have become of increasing concern to the public and tomany governments in recent years. One source of such gases and otherpollutants are motor vehicles, and so there have been efforts made toreduce the amounts thereof being emitted by such vehicles during theiroperations. Some governments have attempted to reduce such vehiclepollutant contributions through requiring larger fuel mileages to beachieved in future vehicles, or have added or increased fuel salestaxes.

Vehicle manufacturers have modified designs for current vehicle fromearlier vehicles, and developed even newer designs for future vehicles,to increase their fuel mileages. They have done so either on their owninitiative or in response to new governmental rules, and for somevehicles already being sold to the public for commercial and consumeruses, as well as for future vehicle designs being generated throughfurther research. Thus, there are efforts to develop vehicles that canbe operated using hydrogen for the fuel, and there have been vehiclesmodified to use compressed natural gas for the fuel, both done to reduceundesirable emissions. There have been vehicles provided that operate onsolely electrical power and, because of battery limitations, vehicleshave also been provided that operate on a combination of electricalmotors and combustion motors, i.e. hybrid systems.

However, these various alternative propulsion systems continue to havedrawbacks such as still emitting substantial pollution into theatmosphere, limited access to the needed fuel, limited range, and thelike. Thus, there is a desire for a propulsion system suitable forvehicles giving good propulsion performance with little pollution andproviding good access to the means needed to provide the energyconsumed.

SUMMARY

The present invention provides an electropneumatic torque generatingsystem using a pneumatic engine having an engine block with cylindricalopenings therein each containing a piston rotatably connected to acrankshaft in said engine block, the engine block supporting a headstructure having head recesses therein each across from a correspondingcylinder with the head structure having a pair of port passagewaysextending therethrough from each head recess to have each of the portpassageways in a the pair thereof open in a corresponding one of a pairof manifolds each supported on the pneumatic engine, the system having afirst tank, capable of containing an operating gas at a relatively largepressure, and being connected to a first of the pair of manifolds with afirst discharge connection arrangement so as to be capable ofdischarging portions of any of the operating gas in the first tankthrough the first discharge connection arrangement into the firstmanifold. The system further includes a first gas compressor having aninlet and an outlet and being capable of increasing pressures of saidoperating gas received at said inlet thereof to thereby dischargeoperating gases at greater pressures at the outlet thereof and with thefirst gas compressor inlet being connected to a second of the pair ofmanifolds through a first input collection connection arrangement so asto be capable of receiving operating gases from that manifold throughthe first input collection connection arrangement that have flowed fromthe first manifold through a head recess and that pair of portpassageways corresponding thereto. There is further included a secondtank, capable of containing a gas at a relatively large pressure, beingconnected to the outlet of the first gas compressor through a firstoutput collection connection arrangement so as to be capable ofreceiving therein operating gases that have flowed through the first gascompressor.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagrammatic system representation of an embodiment of thepresent invention,

FIG. 2A shows perspective view, and FIG. 2B shows a front view of aportion of the invention represented in FIG. 1,

FIG. 3 shows an exploded perspective view of a portion of the inventionrepresented in FIGS. 1 and 2,

FIG. 4 shows a top view of a portion of the invention represented inFIGS. 1, 2 and 3,

FIG. 5A shows a perspective view and FIG. 5B shows a cross section sideview of a portion of the invention represented in FIGS. 1, 2, 3 and 4,

FIG. 6 shows a cutaway side view of a portion of the inventionrepresented in FIGS. 1, 3 and 4,

FIG. 7 shows another cutaway side view of a portion of the inventionrepresented in FIGS. 1, 3, 4 and 6,

FIG. 8 shows a cutaway perspective view of an alternative to a portionof the invention represented in FIGS. 1, 3, 4, 6 and 7,

FIG. 9 shows a side view of a portion of the structure shown in FIG. 8,and

FIG. 10 shows a cutaway side view of an alternative to a portion of theinvention represented in FIGS. 1, 3, 4, 6, 7 and 8.

DETAILED DESCRIPTION

The present invention, based on jointly operated electrical motorsystems, mechanical systems, and a substantially closed pneumaticsystem, is presented, in the example set out here, as a selective shafttorque generating system, 10, for propelling larger trucks which caneasily accommodate therein the additional equipment to be carried forsuch a system. The system can be used in other kinds of vehicles and asa stationary torque generating system for providing torque to variousstationary mechanisms or systems or other apparatuses. A diagrammaticsystem representation of the present invention for implementation insuch trucks is shown in FIG. 1. The primary sources of mechanical shafttorque are a pair of electrical motors, 11, that is supplied electricalenergy from batteries and an external charging station, and a pneumaticengine, 12, that is supplied pneumatic energy from a pressurizedoperating gas. They have the joint operation thereof, and that of theother electrical and pneumatic system components used in this system,controlled by a system control arrangement.

This system control arrangement, in initiating a truck propulsionmovement generally, directs electric motors 11 to rotate resulting intorque applied to the crankshaft of engine 12, to which these motors aremechanically coupled, to also rotate so as to result in enabling thetruck drive wheels to rotate. Upon achieving sufficient speed, thecontrol system switches the torque generation from electric motors 11 topneumatic engine 12 to again rotate the crankshaft therein to result incontinuing to enable the truck drive wheels to rotate.

The system control arrangement has electrical interconnections in asystem electrical interconnection arrangement, 13, between thosecomponents in selective shaft torque generating system 10 that areelectrically operated or energized, in whole or part, and a computerbased system control processor (CPU), 14, operated in conjunction withan engine electronic control module (ECM), 15, electrically coupledthereto and to engine 12. In the example of FIG. 1, pneumatic engine 12is shown as a six cylinder in-line engine, and can be an engineespecially designed for service as a pneumatic engine or, alternatively,an engine originally designed as an internal combustion engine, such asa diesel engine, but modified to serve as a pneumatic engine primarilyby replacing the original engine head structure with one supportingpneumatic engine operation, and removing unnecessary items such asvalves and push rods, and associated support systems components such aswater pumps and radiators.

Electronic control module 15 will be especially designed for controllingpneumatic engine 12, if that engine is especially designed for serviceas a pneumatic engine, based on programmed interactions with processor14 and data from sensors measuring throttle position or brake pressurefor driver foot controls, such as foot throttle and brake combination,16, various system operating gas pressures, vehicle velocities andtemperature in various parts of the pneumatic system, and the like.Alternatively, engine electronic control module 15 will be a modifieddesign of the control module used with the originally designed internalcombustion engine (now modified to a pneumatic engine) that originallycontrolled fuel injection quantities, ignition timing and perhapsvariable valve timing, turbocharger power increases and the like in theoriginal internal combustion engine. Engine control will again be basedon programmed interactions with processor 14 and data from varioussensors. In either instance, computer based system control processor 14will have available therein corresponding computer programs forinteracting with engine electronic control module 15 and will do sobased on data received by it from various sensors.

Pneumatic engine 12 has a block structure, 12′, shown in the perspectiveview of FIG. 2, in which there are provided six in-line cylinders eachhaving a corresponding piston provided therein with each of thesepistons rotatably connected by a corresponding connecting rod to acommon crankshaft. As is common, this crankshaft is connected to atransmission-drive shaft-axle-wheels arrangement so that torque appliedto that crankshaft to cause rotation thereof can thereby cause thewheels to correspondingly rotate if the transmission control is suitablyengaged. Engine 12 has individual electrical heating coils, 17, in blockstructure 12′ about each cylinder for selected heatings thereof, andwith these coils being controlled by the system control arrangement, andsupplied electrical heating currents, through system interconnectionarrangement 13 that includes therein appropriate controllable electricalswitches.

Supported on engine block structure 12′ is an engine head arrangement,seen generally in FIG. 2 and in part in the cutaway perspective view ofFIG. 3, and having thereon a head structure, 12″, as seen in part inFIG. 3 and in whole in FIG. 4. Head structure 12″ has six in-line domedhead recesses, 12″″, provided therein extending upward from the bottomsurface thereof as can be seen in part in FIG. 3. Each such domed recess12″′ in head structure 12″ is located across from a corresponding one ofthe six in-line cylinders in block structure 12′ in an assembled engine12.

Also, each of domed recesses 12′″ has two port passageways, 12″″,extending between it and a corresponding one of opposite sides of headstructure 12″, as seen in part in FIG. 3 and in whole in FIG. 4, wherethey will be joined by a tube, 18, to a corresponding opening in acorresponding one of a pair of engine manifolds, an inlet manifold, 12^(v), and an outlet manifold, 12 ^(vi), as generally shown in FIG. 1with each manifold positioned on one side of engine 12 opposite theother and along the port passageways on that side. Each of enginemanifolds 12 ^(v) and 12 ^(vi) is formed of a more or less cylindricalshell tank with six in-line circular openings along a side thereof. Eachof those openings is joined by a tube, 18, with a corresponding portpassageway 12″″ as is seen in more detail in the top view of engine 12in FIG. 4. In addition, there is a circular opening in each end of eachof manifolds 12 ^(v) and 12 ^(vi) through which pressurized operatinggas can flow in connection with flows of such gas in the six portpassageways 12″″ joined to the corresponding manifold.

Engine manifolds 12 ^(v) and 12 ^(vi) are typically made of aluminum, asare tubes 18, so as to be able to withstand internal gas pressures oftypically around six hundred pounds per square inch (psi) but can alsobe formed of other materials such as composites or other metals. Thus,each manifold has a corresponding one of the two port passageways 12″″extending from each domed head recess 12″′ so as to reach that manifoldsuch that each domed head recess 12″′ can be accessed from each manifoldthrough a corresponding port passageway 12″″. Each of manifolds 12 ^(v)and 12 ^(vi) has a resistive heating element, 12 ^(vii), arrayed thereinwhich have the heatings thereof controlled electrically by processor 14in the system control arrangement. In addition, each of manifolds 12^(v) and 12 ^(vi) has provided therein a manifold pressure sensor, 19,providing manifold operating gas pressure information electrically tothe system control arrangement.

Each port passageway 12″″ has operating gas flows therethroughcontrolled by an electrically controlled cylinder access valve, 20,mounted toward the manifold end of the corresponding tube 18, and thoseare valves which have the openings and closings thereof controlledelectrically by the system control arrangement. These valves areindicated in FIG. 1 and can be better seen in the top view of engine 12in FIG. 4 and in a perspective view of one of them in FIG. 5. Each ofvalves 20 has a disk, 20′, inside a cylindrical shell, 20″,approximating the resulting shape of the intersection of a plane withthe interior surface of that shell. Disk 20′ has a shaft, 20″′, affixedthereto along a diameter thereof and having both ends of this shaftextending outside the shell with one of those ends affixed to a rotaryactuator, 20″″, at a minimum but shown with two separate actuators 20″″each affixed to a corresponding one of the opposite ends of shaft 20′″.These actuators are positioning servomotors that can rotate disk 20′ aquarter turn from a position with disk fully 20′ across the interior ofshell 20″ to fully open the valve, or alternatively to any angletherebetween to thereby select the amount of flow restriction all underthe control of the system control arrangement. Upper and lower backingridges, 20 ^(v), are provided each along about an upper and lower half,respectively, of the circumference of the interior surface of shell 20″positioned to have each approximately across from opposite edges ofshaft 20″′ in the flow direction. These ridges limit the travel of disk20′ insofar as being rotated, when at the fully closed disk position, inthe direction opposite to the rotation direction desired for openingthis valve. Ridges 20 ^(v) also provide a seal for disk 20′ against themwhen that disk is in the fully closed position against them because ofan “O” ring provided in a groove in the ridges faceing the disk, andfurther provide mechanical support for disk 20′ against the fullpressure of the operating gas encountered thereby when that disk is inthe fully closed position.

Also, a pitot tube, 21, and its operating electronic circuitry isprovided in each tube 18 between the corresponding valve 20 connectedthereto and corresponding port passageway 12″″ to which that tube isconnected to measure the stagnation, or total, pressure in thepassageway due to operating gas flows therein with respect to the staticpressure of the operating gas occurring there. These measurements arethe basis for determining the dynamic pressure difference, and so theflow velocity through the passageway. This information is providedelectrically from each pitot tube to the system control arrangement.

One of the two circular openings, one in each of the opposite ends ofeach of manifolds 12 ^(v) and 12 ^(vi) as indicated above, is a manifoldmain access opening, and is the opening at that end of the manifoldfacing the rear of the truck in FIG. 1. On the right side of engine 12from a driver's point of view, or on the upper side in FIG. 1, an inletmain manifold access valve, 22, is mounted to the outside of manifold 12^(v). The outlet of valve 22 extends through the manifold main accessopening of inlet manifold 12 ^(v) to open to the interior of thatmanifold. Valve 22 has each of the two separate inlets thereof connectedto a corresponding one of two pressurized operating gas inlet conduits,a right side, or upper, inlet conduit, 23, and a left side, or lower,inlet conduit, 24. Inlet main manifold access valve 22 is typically ahigh pressure multiple ball valve which again has the openings andclosings thereof controlled electrically by the system controlarrangement (alternatively, this valve function can be provided by twoindependent high pressure ball valves having their outlets jointly opento the interior of inlet manifold 12 ^(v)).

Valve 22 is capable of directing pressurized operating gas from eachinlet to its outlet in selected flows independently of the flows in theother through the system control arrangement suitably positioning thecorresponding inlet passageway control balls, and also of shutting offgas flows entirely from each inlet to the outlet independently of thegas flows or the shutting off of such flows of the other. The operatinggas admitted through valve 22 into inlet manifold 12 ^(v) to maintainselected gas pressures therein is further selectively admitted bycylinder access valves 20 through corresponding port passageways 12″″into corresponding domed recesses 12″′ of head structure 12″ to forcethe facing pistons in engine block structure 12′ to rotate thecrankshaft to which they are rotatably connected.

Right side inlet conduit 23 extends at its opposite end to the engineside orifice of an engine-tanks isolation and control valve, 25, havingan engine side pressure monitor, 26, sensing operating gas pressure atthat orifice. Also connected to that engine side orifice of valve 25 isa right side repressurized outlet conduit, 27. Engine-tanks isolationand control valve 25 is typically a high pressure ball valve which againhas the openings and closings thereof controlled electrically by thesystem control arrangement and, for one purpose, selectively open andclosed so as to maintain a pressure typically around one to two thousandpsi when operating gas is flowing therethrough to inlet main manifoldaccess valve 22. The opposite end of conduit 27 is connected to theoutlet of a reciprocating piston gas compressor, 28, that, in turn, hasits inlet connected to the outlet of an operating gas impurities removalfilter, a membrane filtering arrangement, 29. Gas compressor 28 containsalternatively either an electric motor or a pneumatic motor that isselectively energized and controlled electrically by the system controlarrangement, and is capable of generating large pressures in theoperating gas directed thereto, after that gas has been used to forcethe pistons in engine 12 to rotate the crankshaft therein, withpressures being increased to typically around six thousand psi at itsoutlet from typically two or three hundred psi at its inlet.

The inlet of filter 29 has one branch of a right side three branchedoperating gas collection conduit, 30, connected to it. Another branch ofthat conduit is connected to the outlet of a right side operating gasreplenishment control valve, 31, through which is supplied additionaloperating gas to compensate for losses of the operating gas occurringduring operation of the propulsion system as will be further describedbelow. The remaining branch of right side collection conduit 30 isconnected to an outlet main manifold access valve, 32, mounted to theoutside of outlet manifold 12 ^(vi) at the manifold main access openingat that end of the manifold facing the rear of the truck in FIG. 1. Theinlet of valve 32 extends through the manifold main access opening ofoutlet manifold 12 ^(vi) to open to the interior of that manifold.

Valve 32 has each of the two separate outlets thereof connected to acorresponding one of two pressurized, but relatively low pressure, threebranched operating gas outlet collection conduits, including to a branchof right side, or upper, outlet collection conduit 30 just described andto a branch of a left side, or lower, outlet collection conduit, 33.Outlet main manifold access valve 32 is typically a relatively lowpressure multiple ball valve which again has the openings and closingsthereof controlled electrically by the system control arrangement(alternatively, this valve function can be provided by two independentball valves having their inlets jointly open to the interior of outletmanifold 12 ^(vi))

Valve 32 is capable of directing pressurized operating gas of relativelysmall pressures from its inlet to each of its outlets in selected flowsindependently of the flows in the other through the system controlarrangement suitably positioning the corresponding outlet passagewaycontrol balls, and also of shutting off gas flows entirely from theinlet to each of the outlets independently of the gas flows or theshutting off of such flows in the other. The operating gas admitted intooutlet manifold 12 ^(vi) by cylinder access valves 20 throughcorresponding port passageways 12″″ from corresponding domed recesses12″′ of head structure 12″, after forcing the facing pistons in engineblock structure 12′ to rotate the crankshaft, is directed by valve 32 tobe repressurized to large gas pressures, as occurs in gas compressor 28described above, and then stored for reuse.

Returning to inlet manifold 12 ^(v) and inlet main manifold access valve22, left side inlet conduit 24, connected to an inlet of that valve,extends at its opposite end to the engine side orifice of anotherengine-tanks isolation and control valve, 34, having an engine sidepressure monitor, 35, sensing operating gas pressure at that orifice.Also connected to that engine side orifice of ball valve 34 is a leftside repressurized outlet conduit, 36. Engine-tanks isolation andcontrol valve 34 is typically a high pressure ball valve which again hasthe openings and closings thereof controlled electrically by the systemcontrol arrangement and, for one purpose, selectively open and closed soas to maintain a pressure typically around one to two thousand psi whenoperating gas is flowing therethrough to inlet main manifold accessvalve 22. The opposite end of conduit 36 is connected to the outlet ofanother reciprocating piston gas compressor, 37, that, in turn, has itsinlet connected to the outlet of another operating gas impuritiesremoval filter, a membrane filtering arrangement, 38. Gas compressor 37contains alternatively either an electric motor or a pneumatic motorthat is selectively energized and controlled electrically by the systemcontrol arrangement, and is also capable of generating large pressuresin the operating gas directed thereto, after that gas has been used toforce the pistons in engine 12 to rotate the crankshaft therein, withpressures again being increased typically to around six thousand psi atits outlet from typically two or three hundred psi at its inlet.

The inlet of filter 38 has one branch of left side three branchedoperating gas collection conduit 33 connected to it. Another branch ofthat conduit is connected to the outlet of a left side operating gasreplenishment control valve, 39, again through which is suppliedadditional operating gas to compensate for losses of the operating gasoccurring during operation of the propulsion system as will be furtherdescribed below. The remaining branch of left side collection conduit 33is connected to outlet main manifold access valve 32 as described above.

Each of engine-tanks isolation valves 25 and 34 in FIG. 1 have a tankside orifice each having a corresponding one of a pair of tank sidepressure monitor, 40 and 41, respectively, sensing operating gaspressures at those orifices. The tank side orifice of engine-tanksisolation valve 25 in FIG. 1 has a right side front bank tanks conduit,42, connected between it and engine side orifices of high pressure rightside front bank containment tank ball valves, 43, each having the tankside orifice thereof connected to a corresponding one of a right sidefront bank of high pressure gas containment tanks, 44, mounted in thetruck. Each of valves 43 has the openings and closings thereofcontrolled electrically by the system control arrangement. Similarly,the tank side orifice of engine-tanks isolation valve 25 in FIG. 1 has aright side rear bank tanks conduit, 45, connected between it and engineside orifices of high pressure right side rear bank containment tankball valves, 46, each having the tank side orifice thereof connected toa corresponding one of a right side rear bank of high pressure gascontainment tanks, 47, also mounted in the truck. Each of valves 46 hasthe openings and closings thereof controlled electrically by the systemcontrol arrangement.

Similarly, the tank side orifice of engine-tanks isolation valve 34 inFIG. 1 has a left side front bank tanks conduit, 48, connected betweenit and engine side orifices of high pressure left side front bankcontainment tank ball valves, 49, each having the tank side orificethereof connected to a corresponding one of a left side front bank ofhigh pressure gas containment tanks, 50, again mounted in the truck.Each of valves 49 has the openings and closings thereof controlledelectrically by the system control arrangement. Again, similarly, thetank side orifice of engine-tanks isolation valve 34 in FIG. 1 has aleft side rear bank tanks conduit, 51, connected between it and engineside orifices of high pressure left side rear bank containment tank ballvalves, 52, each having the tank side orifice thereof connected to acorresponding one of a left side rear bank of high pressure gascontainment tanks, 53, also mounted in the truck. Each of valves 52 hasthe openings and closings thereof controlled electrically by the systemcontrol arrangement.

The foregoing arrangement for the pneumatic propulsion system isdirected by the system control arrangement, through controlling inletmain manifold access valve 22 and the various containment tank valves,to have the more pressurized set of the operating gas right sidecontainment tanks 44 and 47 or left side containment tanks 50 and 53provide the pressurized operating gas contained therein through thecorresponding one of right side inlet conduit 23 and left side inletconduit 24 to inlet manifold 12 ^(v) while closing off the other ofinlet conduits 23 and 24 extending from the less pressurized set of theoperating gas right side containment tanks 44 and 47 or left sidecontainment tanks 50 and 53. That pressurized gas provided to inletmanifold 12 ^(v) is directed by the system control arrangement, throughcontrolling butterfly valves 20, to enter domed head recess 12″′ throughcorresponding port passageways 12″″ at appropriate times to forcedownward the pistons in engine block structure 12′ and then exit throughcorresponding port passageways 12″″ to enter outlet manifold 12 ^(vi).The system control arrangement, in doing so, provides operating gas inquantities and pressures to these pistons in correspondence to theposition and pressure sensed of foot throttle and foot brake controls16.

This pressurized operating gas reaching outlet manifold 12 ^(vi) is at areduced pressure relative to the gas in inlet manifold 12 ^(v) in havingdone work on the pistons in engine block structure 12′. That gasreaching outlet manifold 12 ^(vi) is directed by the system controlarrangement, through controlling outlet main manifold access valve 32and the various containment tank valves, to have the less pressurizedset of the operating gas right side containment tanks 44 and 47 or leftside containment tanks 50 and 53 receive the outlet manifold 12 ^(vi)reduced pressure operating gas through the corresponding one of branchedoperating gas collection conduits 30 and 33 but only after beingfiltered by the corresponding one of filter 29 and 38 and beingrepressurized by the corresponding one of gas compressors 28 and 37. Therepressurized gas moves on through the corresponding one ofrepressurized outlet conduits 27 and 36 to the gas containment tanks.Once the gas pressures in the previously less pressurized sidecontainment tanks increases sufficiently, and the gas pressures in thepreviously more pressurized side containment tanks decreasessufficiently, the system control arrangement substitutes the previouslyless pressurized side apparatus for the previously more pressurized sideapparatus, and vice verse, and thereafter directs the repeating thecycle of the more pressurized containment tank side providing operatinggas to inlet manifold 12 ^(v) and the less pressurized containment tankside receiving operating gas from outlet manifold 12 ^(vi).

Maintaining operating gas quantities in this just described arrangementfor the pneumatic propulsion system requires replenishment for gaslosses occurring during operation thereof. Thus, each of right and leftside operating gas replenishment control valves 31 and 39 hasadditionally connected to it one end of a corresponding one of a pair ofoperating gas replenishment tanks, 54, through a corresponding one of apair of replenishment conduits, 55, and extending between them as seenin FIG. 1. Each of replenishment control valves 31 and 39 again has theopening and closing thereof controlled electrically by the systemcontrol arrangement. Each of replenishment tanks 54 is part of anoperating gas replenishment system provided to replenish the smalllosses of the operating gas occurring during operation of pneumaticengine 12.

Replenishment tanks 54 are each connected at an opposite end thereof toan outlet of a corresponding one of a pair of gas generator valves, 56,by a corresponding one of a pair of gas generator conduits, 57. Theinlet of each of valves 56 is connected to a corresponding outlet of agas generator, 58. Each of gas generator valves 56 also has the openingand closing thereof controlled electrically by the system controlarrangement. The operating gas replenishment system has a multistagereciprocating air compressor, 59, for compressing outside atmosphericair that is forced through a compressor conduit, 60, into and throughoperating gas generator 58 assuming the use of nitrogen in the system ofFIG. 1 as the operating gas rather than using atmospheric air as thesystem operating gas. Gas compressor 59 contains an electric motorselectively energized and controlled electrically by the system controlarrangement and is capable of generating at its output air pressuressubstantially greater than atmospheric pressure.

Although various gases, including air, could be used as the workingfluid in the pneumatic system for operating pneumatic engine 12,nitrogen is selected because it can be provided relatively cheaply fromair and can achieve large rates of mass transport through the pneumaticsystem. As indicated, atmospheric air is first compressed and thenheated to about 120° F. before entering the nitrogen gas generator wheremembrane gas separation technology is used to separate the desirednitrogen from oxygen in the received air. This separation providesnitrogen with adequate purity including having so little water thereinas to be capable of avoiding water freezing problems in the pneumaticsystem in very cold weather. This lack of water in the nitrogen soobtained, and the ability to obtain nitrogen without significantheating, makes the nitrogen so obtained relatively easy to compress tothereby reach very large gas pressures. Thus, nitrogen gas from gasgenerator 58 is stored in replenishment tanks 54.

As indicated above, in addition to or in place of that mechanical torqueprovided by the pneumatic propulsion system based on operating pneumaticengine 12, mechanical shaft torque can also be applied to the crankshaftof engine 12, or an extension thereof, by the electrical propulsionsystem based on electrical motors 11. Those two motors are eachmechanically coupled to that crankshaft, or its extension, by a suitablemechanical coupling arrangement such as, typically, a “Gilmore” drivesystem. The traveling belt coupling pulleys on the output shafts ofmotors 11 to pulleys on the crankshaft, or its extension, as shown inFIGS. 1 and 2, is a typical representation of such a couplingarrangement but other arrangements such as gear trains or travelingchains can be used. Although the mechanical coupling is shown in thosefigures to be made to the crankshaft, or its extension, at the rear ofengine 12, the coupling could alternatively be made to the crankshaft,or its extension, at the front of engine 12.

Motors 11 are typically brushless direct current motors or inductionmotors and may have operating or control electrical circuitry, or both,provided therewith such as motor controllers that are electricallyconnected to computer based system control processor 14 throughinterconnection arrangement 13. These motors are typically affixed to,and supported by, engine block structure 12′.

Motors 11 are supplied with electrical power from a set of electricalpower batteries, 70, that are electrically connected to battery system12, mounted in the truck, through system electrical interconnectionarrangement 13 as indicated in the diagram of FIG. 1. Batteries 70 aretypically lithium ion batteries, and are rechargeable through anexternal access connection plug, 71. Batteries 70 may have powerconversion or power conditioning electrical circuitry, or both, providedtherewith. Thus, they also provide electrical power through systemelectrical interconnection arrangement 13 for computer based systemcontrol processor (CPU) 14 and engine electronic control module (ECM) 15for controlling the operation of selective shaft torque generatingsystem 10 of FIG. 1. Typically, this electric propulsion system startsthe truck moving with motors 11 under the control of CPU 14 and is thensupplemented by the pneumatic system operating pneumatic engine 12 underthe control of CPU 14 in the propulsion of the truck.

In addition to external charging of batteries 70 through external accessconnection plug 71, batteries 70 are subject to two other sources ofrecharging energy during operation of the truck by selective shafttorque generating system 10. A plurality of rotatable charging devices,72, such as alternators, are each mechanically coupled to somecorresponding one of the various shafts that rotate during operation ofthe truck. The resulting charging currents developed therein are sent tobatteries 70 through system electrical interconnection arrangement 13 torecharge them. Thus, a plurality of devices 72 are indicated in FIG. 1,and shown mounted in FIG. 2 on a plate at the front of engine 12 eachwith a pulley on its input shaft rotatably joined in common with theothers by a traveling belt going around them, idler tensioning pulleys,and the pulley on a rotating shaft in engine 12 forcing the belt to moveshown to be the camshaft there, but could be the crankshaft. Similarly,devices 72 are indicated in FIG. 1 to be mounted on a plate near axlesin the truck to which they are mechanically coupled so that rotation ofthe axles also rotates the input shafts of devices 72.

In a further battery recharging system, speed sensors, 73, are shown ontwo of the axles to provide information to CPU 14 to be used in aregenerative braking system in which, at higher truck speeds, motors 11are converted to electrical generators upon sensing pressure on footbrake 16 under control of CPU 14. The electrical energy developed isdelivered to batteries 70 through system electrical interconnectionarrangement 13 with this energy development creating a reverse torque inwhat is then the generator shaft to result in slowing the crankshaftrotation rate to also aid in the braking.

CPU 14 also controls the providing of information as to the status ofselective shaft torque generating system 10 including system problemindications and measures of the energy being delivered by the electricaland pneumatic propulsion systems, as well as the energy reserves inbatteries 70 and in tanks 44, 47, 50 and 53. This information isprovided on a drivers cab display, 74, in the operating cab of thetruck. A pair of external monitor panels, 75, provided on opposite sidesof the truck, and not in the truck cab. Each panel has an electricalconnector, 76, to allow connecting test and evaluation equipment tosystem 10, and a display monitor, 77, to display information previouslystored by CPU 14 or currently generated by CPU 14.

In addition, there is also an emergency system shutdown manuallyoperated button, 78, on each of external monitor panels 75 to causesystem operation of the operating gas system to cease upon the manualpushing of either of those buttons to thereby result in closing both ofinlet and outlet main manifold access valves 22 and 32, engine-tanksisolation valves 25 and 34, right and left side front bank ball valves43 and 49, and right and left side rear bank ball valves 46 and 52 insituations such as a gas leak occurring with the truck having beenstopped with the driver not in the cab. Similar valve closings will bedirected to occur by CPU 14 when the truck is being operated and suchleaks and other system malfunctions are detected by CPU 14 through thevarious sensors providing information thereto.

However, other valves would be opened in such situations at least so asto prevent the operating gas in the cylinders of engine block structure12′ and corresponding domed head recesses 12″′ from being trappedtherein. The remaining one of the two circular openings, one in each ofthe opposite ends of each of manifolds 12 ^(v) and 12 ^(vi) as indicatedabove, is an ambient air access opening, and is the opening at that endof the manifold facing the front of the truck in FIG. 1. Each has anorifice of a corresponding one of two ambient air access valves, 80 and81, opening therethrough to the interior of the manifold that theopening is in. Ambient air access valves 80 and 81 are typicallyrelatively low pressure ball valves having the opening and closingthereof controlled electrically by the system control arrangement.Ambient air access valve 80, as an inlet valve, has the other orificethereof either open to the atmosphere or, alternatively, if provided,connected to the outlet of an air supply supercharger, 82, mounted on abracket mounting plate that is supported by and extends frontward ashort distance from engine 12 from where it is bent to extend upward tosupport the supercharger. Thus, supercharger 82 is positioned in frontof the plurality of devices 72 mounted on a plate at the front of engine12, and is mechanically coupled to a front extension of the crankshaftin engine 12 typically by a belt around a pulley on that extension.Supercharger 82 draws ambient air from the atmosphere through an airfilter, 83, and delivers pressurized air through first a filter (notshown) provided in or at its outlet and then through a conduit, 84, toaccess valve 80. Ambient air access valve 81, as an outlet valve, hasthe other orifice thereof open to the atmosphere typically through amuffler, 84, at least if a supercharger is provided. Thus, if butterflyvalves 20 are opened appropriately by CPU 14 as well as ambient airaccess valves 80 and 81, ambient air will replace the operating gasotherwise trapped in an emergency system shut down.

Beyond the minimum of supplied air in the absence of a supercharger,however, supercharger 82 in being provided at the inlet of inlet valve80 can be selectively engaged by CPU 14 to deliver much more air throughthat valve to inlet manifold 12 ^(v), typically 2000 cubic feet perminute (cfm), and do so selectively in its being mechanically coupled tothe crankshaft of engine 12 in a coupling arrangement that also includesan electrically operated clutch having its engagement and disengagementcontrolled by CPU 14. Engine 12, having torque delivered to itscrankshaft by operating the electrical propulsion system to at leastsome degree (as well as the electromechanical initial torque systemdescribed below), can thus have large amounts of air under pressuredelivered to domed head recesses 12″′ through inlet valve 80, inletmanifold 12 ^(v) and butter fly valves 20 to aid in providing torque tothe crankshaft to allow the truck to travel some distance despite theemergency cessation of the operation of the pneumatic propulsion systembased on the operating gas stored in the containment tanks.

Returning to the operation of engine 12 and FIG. 3, after operation ofelectric motors 11 by the system control arrangement to achieve thespeed at which pneumatic engine 12 is to supply torque to the crankshafttherein, a further system is used to force the pistons in engine blockstructure 12′ downward in addition to the operating gas pressureprovided from the banks of gas containment tanks through inlet manifold12 ^(v) to domed head recesses 12′″ in head structure 12″ across fromthose pistons. Gas pressures in these recesses would have to be muchgreater than what they are in the description above to get these pistonsmoving downward sufficiently quickly for pneumatic engine 12 to bereasonably responsive to demands for additional torque to achievecorresponding increases in truck speed when that engine is beingdepended upon for torque generation.

Thus, to avoid the need for such large operating gas pressures in domedhead recesses 12″′, there is further provided a “push-top” piston systemto provide an initial mechanical downward impulse to the pistons thusserving as sort of an “initial torque” propulsion system. Thismechanical impulse is provided at the beginning of each forcing of eachpiston downward in the corresponding engine block structure 12′ cylinderfollowing that piston having reached its uppermost position in thecylinder. Once the piston has begun its downward travel in its cylinder,the pressure of the operating gas admitted to a corresponding domed headrecess 12″′ through a suitably opened corresponding butterfly valve 20from inlet manifold 12 ^(v) serves to increase the downward momentum ofthat piston.

FIGS. 1, 3 and 4 show a “push-top” piston system based on the use oflinear actuator solenoids, 90, to deliver the desired mechanicalimpulses to the pistons, and thus provide an electromechanical initialtorque system. Six pistons, 91, are shown in FIG. 3 each below acorresponding one of domed head recesses 12″′ in head structure 12″. Acorresponding impulse rod, 92, is affixed to the top of each of pistons91, and this rod fits through a corresponding cylindrical opening inhead structure 12″ within which the rod is tightly sealed to the sidesof that opening but still free to slide back and forth therein as theseal is self-lubricating. Mounting cylindrical shells, 93, are mountedon head structure 12″ each at the upper orifice of a correspondingcylindrical opening in head structure 12″ to have a common axis ofsymmetry therewith, or are mounted through the corresponding cylindricalopening in head structure 12″.

Linear actuator solenoids 90 are mounted to have their actuator shaftsextend through mounting cylindrical shells 93 into the cylindricalopening below in head structure 12″, if the shell is mounted across fromthe cylindrical opening, to meet the corresponding impulse rod 92 afterits piston has reached its uppermost position in the correspondingcylinder. Otherwise, the actuator shafts extend through cylindricalshells 93 if they are mounted in the corresponding cylindrical openings.A corresponding cover, 94, is provided over each solenoid 90 to protectit and its wiring, and to also seal therein any operating gas escapingthereto from the corresponding head recess 12″′ through its cylindricalshell 93. In operation, CPU 14 directs each solenoid 90 in the situationof its corresponding piston being in its uppermost position to have itsactuator shaft deliver a downward impulse to the corresponding impulserod 92 to thereby impulsively force the attached piston downward.

This linear actuator solenoids 90 based implementation is more fullyseen in the partial cutaway views of FIGS. 6 and 7 with FIG. 6 showing arepresentational cutaway view of a single cylinder in engine blockstructure 12′ having a piston 91 at its uppermost position thereinreached during its operational reciprocating cycle. Impulse rod 92extends upward in cylindrical shell 93 to meet the actuator shafttherein of the corresponding solenoid 91.

FIG. 7 is a more detailed cutaway view showing the length of thecylinder in engine block structure 12′ and the connection between thepiston 91 shown there through a connecting rod extending therefrombeneath it to the crankshaft below at the bottom of the figure that isrotatably mounted in that block structure, and to which the torquesdeveloped by the various propulsion systems are applied in operatingselective shaft torque generating system 10. Piston 91 is shown towardthe lower position it reaches during its operational reciprocatingcycle.

Other mechanical impulse generating system can alternatively be used todevelop the mechanical force impulses to be selectively delivered toimpulse rods 92. An all mechanical implementation alternative is shownin FIGS. 8 and 9 which is especially suited to adapting some combustionengines to serve as a pneumatic engine since the original engineoverhead cam shaft above engine head structure 12″ is replaced in thesame position by a substitute cam shaft, 95, that is suited foroperating pneumatic engine 12 in this arrangement though being similarlymechanically coupled to the engine crankshaft to operate in synchronismtherewith. Overhead cam shaft 95 has a lobe thereon at the properperipheral angle about the shaft axis for delivering a force impulse toa corresponding impulse rod 92 at the proper time through a rocker arm,96, in a rocker arm assembly. The cam shaft lobe strikes one end ofrocker arm 96 forcing it to rotate about a fulcrum bar, 97, so that theopposite end of rocker arm 96 strikes the corresponding impulse rod 92thereby forcing piston 91 downward.

A pneumatic push-top piston system implementation as an alternative isshown in FIGS. 1 and 10 with the system shown in dashed line formbecause of being an alternative. A further reciprocating piston gascompressor, 98, that, in turn, has its inlet connected to the to theoutlet valve outlet of a plurality of double valve (inlet and outlet)pneumatic linear actuators, 99, each mounted above a correspondingimpulse rod 92 so that the actuator shaft therein can be forced againstthat impulse rod. Gas compressor 98 contains an electric motorselectively energized and controlled electrically by the system controlarrangement, and is capable of generating large pressures at its outletin the operating gas directed thereto at its inlet from the outlet valveoutlets of each of linear actuators 99 after that gas has been used inthose actuators to force impulse rods 92, and so pistons 91 affixedthereto, downward. The outlet of gas compressor 98 is connected to aplurality of push-top piston operating gas containment tanks, 100,through an arrangement including being connected first to a compressoroutlet-tank inlet conduit, 101, that is in turn connected to each of theinlets of a pair of inlet ball valves, 102 and 103.

The outlet of valve 102 is connected to one end of a first tank conduit,104, and the outlet of valve 103 is connected to one end of a secondtank conduit, 105. First tank conduit 104 is shown with two of tanks 100in a first set of tanks each connected thereto through a correspondingone of a pair of first set ball valves, 106. Second tank conduit 105 isshown with two of tanks 100 in a second set of tanks each connectedthereto through a corresponding one of a pair of second set ball valves,107. The opposite ends of first and second tank conduits 104 and 105 areeach connected to the inlets of a pair of outlet ball valves, 108 and109. The outlets of each of outlet ball valves 108 and 109 are connectedto an outlet conduit 110 that is connected to the inlet valve inlet ofeach of double valve pneumatic linear actuators 99.

The operating gas directed to gas compressor 98 at its inlet from theoutlet valve outlets of each of linear actuators 99 after that gas hasbeen used in those actuators to force downward impulse rods 92, asindicated above, comes through a actuator outlet-compressor inletconduit, 111. Conduit 111 is a three branched conduit and has connectedto the remaining one of its branches a replenishment conduit, 112, thatis connected to it through a replenishment valve, 113. This pneumaticpush-top piston system alternative has each of the valves therein, theinlet and outlet valves of pneumatic linear actuators 99, inlet ballvalves 102 and 103, first and second set ball valves 106 and 107, andoutlet ball valves 108 and 109 again have the opening and closingthereof controlled electrically by the system control arrangement.

The solenoidal and pneumatic push-top piston system implementations canbe operated together in a combined push-top piston systemimplementation. Thus, the actuator shaft in a pneumatic linear actuator99 can further have a solenoidal coil provided thereabout to be operatedsimultaneously with the operation of that actuator 99.

While the invention has been described with reference to an exemplaryembodiment(s), it will be understood by those skilled in the art thatvarious changes may be made and equivalents may be substituted forelements thereof without departing from the scope of the invention. Inaddition, many modifications may be made to adapt a particular situationor material to the teachings of the invention without departing from theessential scope thereof. Therefore, it is intended that the inventionnot be limited to the particular embodiment(s) disclosed, but that theinvention will include all embodiments falling within the scope of theappended claims.

1. An electropneumatic torque generating system using a pneumatic enginehaving an engine block with cylindrical openings therein each containinga piston rotatably connected to a crankshaft in said engine block, saidengine block supporting a head structure having head recesses thereineach across from a corresponding said cylinder with said head structurehaving a pair of port passageways extending therethrough from each saidhead recess to have each of said port passageways in a said pair thereofopen in a corresponding one of a pair of manifolds each supported onsaid pneumatic engine, said system comprising: a first tank, capable ofcontaining an operating gas at a relatively large pressure, and beingconnected to a first of said pair of manifolds with a first dischargeconnection arrangement so as to be capable of discharging portions ofany of said operating gas in said first tank through said firstdischarge connection arrangement into said first manifold, a first gascompressor having an inlet and an outlet and being capable of increasingpressures of said operating gas received at said inlet thereof tothereby discharge said operating gases at greater pressures at saidoutlet thereof, said first gas compressor inlet being connected to asecond of said pair of manifolds through a first input collectionconnection arrangement so as to be capable of receiving said operatinggases from that manifold through said first input collection connectionarrangement that have flowed from said first manifold through a headrecess and that said pair of port passageways corresponding thereto, anda second tank, capable of containing a gas at a relatively largepressure, being connected to said outlet of said first gas compressorthrough a first output collection connection arrangement so as to becapable of receiving therein said operating gases that have flowedthrough said first gas compressor.
 2. The system of claim 1 furthercomprising a first manifold control valve in said first dischargeconnection arrangement through which said operating gases from saidfirst tank must flow to be discharged into said first manifold.
 3. Thesystem of claim 2 further comprising a first manifold recess valvepositioned between a selected said head recess and said first manifold.4. The system of claim 2 further comprising a second manifold controlvalve in said first input collection connection arrangement throughwhich said operating gases from said second manifold must flow to bereceived by said first gas compressor inlet.
 5. The system of claim 4further comprising a first manifold recess valve positioned between aselected said head recess and said first manifold.
 6. The system ofclaim 5 further comprising a second manifold recess valve positionedbetween said selected head recess and said second manifold.
 7. Thesystem of claim 1 further comprising a second manifold control valve insaid first input collection connection arrangement through which saidoperating gases from said second manifold must flow to be received bysaid first gas compressor inlet.
 8. The system of claim 7 furthercomprising a second manifold recess valve positioned between saidselected head recess and said second manifold.
 9. The system of claim 1further comprising said second tank being connected to a selected one ofsaid first and second manifolds with a second discharge connectionarrangement so as to be capable of discharging portions of any of saidoperating gas in said second tank through said second dischargeconnection arrangement into said selected one of said first and secondmanifolds.
 10. The system of claim 9 further comprising a second gascompressor having an inlet and an outlet and being capable of increasingpressures of said operating gas received at said inlet thereof tothereby discharge said operating gases at greater pressures at saidoutlet thereof, said second gas compressor inlet being connected to thatone of said first and second manifolds other than said selected one ofsaid first and second manifolds through a second input collectionconnection arrangement so as to be capable of receiving said operatinggases from that manifold through said second input collection connectionarrangement that have flowed from said selected manifold through a headrecess and that said pair of port passageways corresponding thereto, andsaid first tank being connected to said outlet of said second gascompressor through a second output collection connection arrangement soas to be capable of receiving therein said operating gases that haveflowed through said second gas compressor.
 11. The system of claim 9wherein said second tank is connected to said first manifold with saidsecond discharge connection arrangement.
 12. The system of claim 11wherein said first manifold control valve is a valve arrangement in bothsaid first and second discharge connection arrangements and throughwhich said operating gases from said first tank and said second tankmust flow to be discharged into said first manifold.
 13. The system ofclaim 10 wherein said second gas compressor inlet is connected to saidsecond manifold with said second input collection connectionarrangement.
 14. The system of claim 13 wherein said second manifoldcontrol valve is a valve arrangement in both said first and second inputcollection connection arrangements and through which said operatinggases from said second manifold must flow to be received said first andsecond gas compressors.
 15. The system of claim 1 further comprising afirst manifold recess valve positioned between a selected said headrecess and said first manifold.
 16. The system of claim 12 furthercomprising a second manifold recess valve positioned between saidselected head recess and said second manifold.
 17. The system of claim 1further comprising an electrical motor mechanically coupled to saidcrankshaft.
 18. The system of claim 17 further comprising a battery andpower conditioning system for selectively providing electrical power tosaid motor, and further comprising mechanically rotatable shaftelectrical power generating devices electrically connected to saidbattery and power conditioning system for recharging said battery andyet further comprising mechanically coupling said rotatable shaft so asto be capable of being rotated as a result of rotation of saidcrankshaft.
 19. The system of claim 1 further comprising a said pistonhaving an impulse rod affixed thereto extending through a correspondingsaid head recess and through said head structure so as to be engageableby a mechanical force generator capable of delivering a mechanical forcethereto.
 20. The system of claim 1 further comprising an operating gasreplenishment system connected to at least one of said first and secondinput collection connection arrangements, said operating gasreplenishment system being capable of injecting additional quantities ofoperating gas into said one of said first and second input collectionconnection arrangements.
 21. The system of claim 1 further comprisingsaid first manifold having an access port at which a gas alternative tosaid operating gas can be provided therein.
 22. The system of claim 20further comprising a supercharger for providing said alternative gas tosaid first manifold.